Engine speed governor



M. MALLORY ENGINE SPIEED GOVERNOR Filed April 11, 1946 Dec. 2, 1947.

VENTOR.

MARmN MALL Patented Dec. 2, 1947 UNITED STATES PATENT OFFICE 2,431,816 ENGINE SPEED GOVERNOR Marion Mallory, Detroit, Mich. Application April 11, 1946, Serial No. 661,399 11 Claims. (Cl. 12S- 103) 'lhis invention relates to speed control governors for internal combustion engines, and particularly to such governors of the vacuum actuated type.

The object of the invention is the provision of a novel and elicient governor of this type which is operable by intake manifold suction of the engine in conjunction with a centrifugally operated engine driven part, whereby a high is an enlarged central longitudinal sectional detail of the centrifugal governor feature of the invention, with parts in full.

Referring to the drawings, I designates an internal combustion engine and 2 the fuel intake manifold thereto. In this manifold is located a throttle valve 3 of the customary butterfly type which may constitute the customary throttle Valve of a carburetor interposed in said manifold or a separate throttle positioned in the manifold between the carburetor and the engine.

The throttle valve 3 is mounted on a shaitl crosswise of the manifold passage for rocking movements in such passage, and when in full closing relation to the passage is disposed in inclined position thereacross, as shown in dotted lines. This valve is preferably of the unbalanced type, having the outer wing thereof, or that which opens toward the engine, radially shorter than the other, thus requiring the axis of the shaft to be offset from the longitudinal axis of the passage. This makes the valve more sensitive to a vacuum closing action in the manifold.

The valve shaft 4 has an arm 5 projecting from one end without the manifold 2, and the free end of this arm is connected by a rod 6 to the diaphragm 1 in the chamber 8 of a suction device 9. The interior of this device at the side of the diaphragm 'I opposed to the arm 5 is the suction side of the device and has connection for such purpose through a line I0 and orifices I I and I2 with the interior of the manifold adjacent to the throttle valve 3 with such orifices opening from the manifold passage at opposite sides of the valve 3 wh-en in closed position. While the device is operable by the use of the orifice I2 alone, it is preferable to provide both orifices in the arrangement shown.

The suction line I0 has a branch I3 communicating through a passage I4 in a centrifugal governor shaft I5 with a side passage I6 leading into a valve chamber I'I located in a rotatable head I8 attached to the shaft. A spring pressed valve I9 is mounted for radial movements in the chamber I'I and normally seats against the inner end of the chamber to close its communication with the passage I6. The valve spring 20 has its outer end thrust against a tension adjusting nut V2| in the outer end of the chamber and the valve I9 has grooves in its sides for the passage of air from one end to the other of the chamber I l. The nut 2I has a relief opening 22 therethrough from the chamber II.

The shaft I5, which is in suitable driving connection with the engine to cause it to be driven thereby, is journaled in a casing 23 and is provided at its outer end with a housing 24 that encloses the rotatable head I8 and provides a free space therearound into which the valve chamber opens through the opening 22 and has at one side thereof a vent 25 to the atmosphere. It is thus apparent that when the head I8 is driven at a speed sufficient to cause an unseating of the valve I9 by centrifugal force, the vacuum in the suction d-evice 9 and the passages communicating therewith is relieved, permitting the throttle valve 3 to be closed by action of the fuel thereon in its passage through the manifold 2. The communication between the passages I3 and I4 is through an annular recess I4 in the shaft I5.

The throttle Valv-e 3 is normally held open by the action of a spring 21 which is anchored at one end to the outer end of the arm 5 and at its other end to the manifold casing or other suitable stationary part. This spring is of weak tension so that it easily yields under a closing pressure on the valve 3. The opening movement of thevalve 3 is limited by contact of an arm 33 0n its shaft with a stop 3|, preferably in the form of .an ,adjusting screw that is threaded through a stationary part 32 attached to the manifold casing.

The operation of the device is as follows: Assuming the engine to be idling, the vacuum through one or both orices II, I2, from the manifold passage 33 would be considerable, setting up a corresponding high vacuum in the line I!) and interior of the suction device 9. Relief of such vacuum is prevented by the seating of the valve I9 in the centrifugal device Aunder .the ,ac-

tion of the spring 20. This high vacuum in the suction device 9 tends to hold the throttle valve 3 in its fully open position with the stop 30 tightN ly against the stop screw 3|. There is likewise velocity passing by orifices I I and I2, and so long as valve I9 is closed against its seat there wil-Lbe4 suction in the suction device `9A suflicient to hold the valve 3 open. As the speed of the engine increases, the velocity and vacuum in the .manifoldintake passage tend to close the unbalanced valve 3 and, as soon as the speed increases to a point that the centrifugal force moves .the relief valve. I9 away from its seat in the chamber I1, the suction device 9 is relieved of, its vacuum by opening of the passages I3, I4 rand L6 to the atmosphere throu-gh the chamber I'I and bleed opening 25. This relieves the vacuum force, holding the throttle valve 3 open so that the only opening force acting on the valve is the light spring 21. In the event a load isv applied to the engine that would cause the engineto slow down slightly, the valve I9 du-e to a slowing vdown of the rotating parts, will move inward to or toward seating position, thus stopping or reducing the bleed action and causing a-n increase of suction in thev suction device 9 and a consequent movement. of the throttle valve 3 to-.or toward a full open position. The desired maximum speed at which the` engine is to be run can be obtained by adjusting` the nut 2| to change the tension of the valve seating spring 20.

An important advantage of the present governor over those of a somewhat similar type here,- tofore used, so far as I am aware, is that should a leak occur in any of the vacuum passages, thatv is, passages I0, I3 or I4, orin the seat of the `valve I9, or in the diaphragm 1, the governor valve 3k would close or move toward closed position and prevent the engine from running away.

It is apparent that I have provided an automatic engine speed governor that mayQ ber easily and quickly applied and set for any speed limit by an adjustment of the nut 2I controllingthe. tension of the relief valve spring 2D; that it is responsive to vacuum in the fuel intake passage, to maintain the throttle or governor valve in fullv open position, is responsive to engine Speed t re-V lieve such vacuum when a predetermined speed has been reached, and is also rsponsive to leaks in the vacuum system whereby a slowing down of the engine is. effected when such condition isV present and a destructive, high speed ,running of the engine prevented,

I wish it understood that my invention is not limited to any specific construction, arrangement or form of the parts, as itis capable of numerous modifications and changesv withoutA departing from the spirit of the claims.

Having thus described my invention, what I claim as new and desire to secure by United, States Letters Patent is;

I. A speed governor for internal combustionengines having, in combination with the engine fuel intake passage, a throttle valve movable to close said passage by suction action. therein, a

passage 5to. yieldingly hold said valve open,

vacuum device connected to said valve and having communication with said passage and responsive to suction action therein to hold said valve in open position, and means responsive to engine speed to relieve the vacuum in said device and permit closing of the valve when a substantially predetermined engine speed has been reached.

2. A speed governor for internal combustion enginesl having, in combination xwith the engine fuel intake passage, a throttle valve Vmovable to close said passage by suction action therein,

pneumatically operated means having connection said valve and being in communication with and responsive to vacuum action in said and means rresponsive to the engine speed to relieve the vacuum in said first means when the engine speed has been increased beyond a predetermined point.

3. A vcombination as called for in claim 2, wherein the speed responsive means includes a vacuum relief passage in Acommunication with said means, and an outwardly opening normally seated valve in said relief passage induced by predetermined centrifugal, .force to open saidy passa-ge.

4. A combination as called for in claim 2, wherein the speed responsivemeans includes an engine driven rotatable part having a radially disposed passage with the atmosphere and at its other end with the vacuum side of said first means, and a normally seated valve and operable by predetermined centrifugal force upon rotation of said parttoopen said passage and relieve the vacuum force in said first means.

5. A combination as called for in claim 2, wherein the speed responsive means includes an engine driven rotatable part having a passage in communication at one end with the atmosphere and at its other end with the vacuum side of said first means, and a valven normally closing said passage and movable, by centrifugal action to open said passage-when a predetermined engine speed has been attained.

6. A speed governor for internal combustion engines having, in combination with the engine fuel intake means, a throttler valve operable to close under fuel feed suction action in said means and to normally stand, in full open posit-ion, vacuumresponsive device-connected to said valve and operableby vacuum: action to holdthe valve in open position, said deviceliaving` communica,- tion with said intakeV adjacent to said valve whereby suction action in the intake means is communicated to said device, means forming a relief passage from said device; and including a rotatable engine driven part,` and a revoluble normally seated relief. valve in said relief passage operable by centrifugal action upon rotation of said part to open said passage to relieve the vacuum action in said dev-ice and permit closing of the throttleY valve when a predetermined engine speed is attained.,

'.7. A speed governor for internal combustion engines having, in combination with the engine fuel intake means, a throttle` valve operable to close under fuel feedV suction action in said means and to normally standy in full open position. a vacuum responsive device connectedl to said valve and operable by vacuum action to hold the valve in open position, said device having its vacuum side in communication withl said intake through a port; at the inner side of said valve whenv closed in communication atr one end closing said radial passagewhereby suction action in the intake means is communicated to said device, means forming a relie'f passage from said device and including a rotatable engine driven part, and a normally seated relief valve in said relief passage operable by centrifugal action upon a rotation of said part at a predetermined speed to open said relief passage to relieve the vacuum action in said device and permit a closing of said throttle valve.

8. A combination as called for in claim 7 together with yielding means normally holding said relief valve seated and adjustable to vary its seating pressure.

9. A speed governor for internal combustion engines having, in combination with the engine fuel intake passage, a throttle valve movable by suction action in the passage to closed position therein, said throttle valve being of the buttery type and unbalanced whereby suction action in the passage exerts a greater closing force than opening force on the valve, a vacuum device connected to said valve and having communication with said passage and responsive to suction action therein to hold said valve in open position, and means responsive to engine speed to relieve the vacuum in said device and permit closing of the valve when a predetermined engine speed has been attained.

10. A speed governor for internal combustion engines having, in combination with the enginefuel intake passage, a throttle valve movable to close the passage by suction action therein, an adjustable stop for the opening movement of said valve, spring means exerting a weak tension on the valve to normally retain it in open positiorr, a vacuum device connected to the Valve and having communication with said passage and responsive to suction action therein to hold the valve in full open position, and means respon-sive to engine speed to relieve the vacuum in said device and permit closing of the valve when more than a predetermined engine speed has been attained.

11. A speed governor for internal combustion engines having, in combination with the engine fuel intake passage, a throttle valve movable to close said position by suction action therein, a vacuum device connected to said valve and having communication with said passage and responsive to suction action therein to hold said valve in open position, said valve being responsive t'o suction action in said intake passage to move it to closed position upon reduction in vacuum in said device by leakage or otherwise, and means responsive to a predetermined engine speed to eiect a relatively sudden release of such vacuum.

MARION MALLORY.

REFERENCES CITED FOREIGN PATENTS Country Date Great Britain Aug, 20, 1926 Number 

